Train-control apparatus.



H. R. NEVENS & R. MARCY.

TRMN CONTROL APPARATUS.

APPLICATION FILED jUNE 3.1915. v 1 ,299,753, Patented Apr. 8, 1918.

3 SHEETS-SHEET l4 ,fgr h f p Li-lul H. R. NET/ENS L R.' MARCY. TRAIN CONTROL APPARATUS. v 1 APPLICATION HLED luNE 3,1915. 1,299,753, Patented Apr. 8,1919.

3 SHEETS-SHEET 3.

\&

ffm, 61,

\ Allston,

y .HERBERT R. NnvnNs, oF DORCHESTER, AN

D RICHARD macros-Annemie, MASSA- CHUSETTS, ASSIGNORS TO NEVENS-WALLACE {TRAIN CONTROL COMPANY, A

CORPORATION F MASSACHUSETTS.

TRAIN-CONTROL APPARATUS.

Application filed I une 3, 1915. -SerialvNo $1,910.

To allwwm t may concern.'

Be it known that we, HERBERT R. NEVENS and RICHARD MARCY, citizens of' the United States, residingfatDorchester, county of Suffolk, Commonwealth of Massachusetts, andv county of Suffolk, Commonwealth of Massachusetts,respectively, have invented y the automatic setting of brakes on passing a y mannervvhich shall be effective to bring the certain new and useful Improvements in Train-Control Apparatus, of which the following isa specication.

This invention relates to the positive control of railroad trains and the like for the purpose of preventing neglect or disobedi-y ence of the usual signals employed linv such systems. The invention is particularly adapted to bey used in block systems Where trains are to be kept absolutely within certain limits, although obviously is capable vof other use. 1 l

There are three principal features f involved in the problemen trainA control: first given point in order to positively prevent the entry of the train into a zone of danger; second, the application of the brakes in a train to' a stop whatever the speed but with the least possible shock, and wear; and third, the resumptiiin of control by the engineer in order that he may move his tra-in justas soon as the danger is over or provision for safety is made, This cont-rol of the engineery must of course not be of such a nature as to nullify the positive nature of the stop so thatl carelessness, recklessness or accident could be eiective butshould only permit ofvthe dominance of lthe mind when exerted in a deliberate act after the action of theautomatic f means has effected the Warningv condition which necessitates thought and der tomake procedure possible.

. The system'is capable of various modifications as to its/means butl for the purposes of disclosure and discussionin'this case reference is made to the form of devices illus-` trated. These consist of three related mechanisms; a track box in which the track obstacle is located, an engine box in which the action inor- -obstac1e actuated trip and associated mecha- Specification of Letters Patent. i

' riiteenmil'es per hour, speeds as above that fcaping air; or it may be operated .-ftrain has come to a more completesto Patented 8, 19,19.

nisrn iorrreducing the pressure in the train 50 `line pipe whereby to cause a'bliake a plication 'is carried, anda cab box in Whlchvthe mech nism for controlling the degree 1 of. brake application and'for resetting the parts is located.' -f The` present invention relates particularly to whatl is` termed the cab box equipment, and has for its chief object to provide means for positively stopping the train uponactuation of the train carrled trip by a trackobstaclelset at -danger,'and `for resettingthe ytrain carried trip by the very' medium which causes'r a brake application.

.The automatic control of the degree of brake application is divided into` two phases or conditions of actuation, .lirsta phase for slow speeds upto a predetermined rate, say and second for higher rate. The` voluntary control vby the engineer is only effective or vdominant at the slower speeds org-during what has been called the first phase. ln the illustrative embodiment set forth herein this control is a resetting device byfwhich the es`A capingair is made to restore the mechanism rwhich caused its release usually a" valve.

This may 'atllower speeds be immediately operated as soon as the automatic'stop gives n its first indication of actua-tion," as by the sound of a whistle set in the path of the es-' after the This mechanism is sorelatedto the Ibrake applying mechanism rthat the engineer can not forget to reset the train carried jtrip immediately after the train has been brought tofa stop and cannot start his train until the parts are reset. y l

A further object of the presentinvention is to record in a permanent form the varying speeds at which a train runs during ai particular trip. This speed recording mech# I, anism will therefore not only indicate. the speed at which a train was traveling when it ran past a signal seta-at danger, but will show the different rates of speed which it made during a complete run.

These and other featureswhich"gri-M131V pear morecompletelyhereinafter are secured of the present invention. The construction cal embodiment of our invention which l elearlyfillustrates the'jp'rinciple and'str'ucture thereof.

Throughout applied Aand in these drawings:

- i the positionof the mechanism `fedcivebrake application. ff- Fig'. .4: is a detaii lsect-ibn on the line cording mechanism. 1,4/ v

1in@ f7-Vor Fig. e.

. `.portion ofthe system-re/ olosing mechanism. The train control system vof whichk our The tripf wheneffectively actuated by al track obstacle set at dangerreleases a valve in the' box 2 controlling w the brakes, The

:which is normallyv tion of a locomotive and tender to illustrate the assembly and general relation of our in- 'f' vention. I

Fig. 2 is a sectiony n showingthe parts in brake applying position. y

Fig.v 3 is a view similarto Fig. 2 showin Fig.`5 is 'a detail viewer the marking arm of the Figp is aplan section ofi, he speed re Fig.' 7 isa detailyection 'thereof on the jigfsfS; to 11inclusive are detail views illustrating'a preferred tender for the iexible driving shaft of the speed governed relief, andFig. 12"'is a detail view illustratinga present invention is agi/'elated part includes a track box 1 disposed adjacentto a iail,an'f

engine box 2- and a cab box 3. Associated' with the track box isfa track obstacle #itk maintained in non-actuat-` ing relation'to a train carried trip 5 mounted in the engine/boxr 2 by suitable mechanism forming no. part of the present invention.

train'line pipe, to effect an applicationof cordi'ng to the yspeed of tiie=train, mechanism for recording the trainspeed, and mechanism for reclosingthe train line system. y

,.-The mechanism lforsecuring a brake'` application in proportion to the'speed-at which the train istraveling l ainiline pressure cle is struck consists,

` noi-'erniad reliefo'peratively connected -with in the mechanism forming the subject matter forming a part of? specification and drawings like reference numerals are correspondii/iglyfr through thel cab boxi-4 before lan e -1 speed recording mechan`sm.. l

form of connection/ the pressure in theft y cabbox 3 contains meeha- ,-nisin for securing a *brake application ac-v whenthe track obstaessentiallyof al speed Lasartev We have indicated at 6 the ltrain line pipe from the engineers valve 8v in the' cab. The

' within the' engine box 2 @he pressure. The valve 'isnormally held to which is` connected with the pipe 7 yleading .;ets seat against the pressure by suitableholding mechanism within they box actuated by f 'I the tripperb. Thismechanisjm forms ne f r part of the present invention except in so far 1 as it combines with the other-featuresof the" line pipe is` relieved whereby Ito cause a brake application. kThe vdegree of relief` of .mechanism located `in the cab box 3 and coninvention. When the valve ,the engine 4box Lis" unseated, the pressure 'in' the train Figure 1 is an elevation of a suflicient por` the pressure is controlled by speed governed 'tinuously'et'ective to Isecure a ventingof the pressurein l The unseating of 'the valve places the pipes? and `8 ,in communication' sothat the pressure flows `from 'the train linepipe-. throughpipes 1'7 "and 8 into the lcab box 3. 4The degree of exhaust ofthe pressure within the box 3 is contolledlby-a valve construe.

tion located in said I box and arranged to be opened and closed' by'me'chanism continuously speed.

proportiontothe train speed.

driven fromthe car 'axle'. at train This ."iliechnism ico'n'siasftf a, Shaft 9 journaledv in suitable bearings in the box 3 and` a flexible connection to one of the' axles 11 of the locomotive tender. ,Thea-particular, connections for the iiexible shaft. lO'at the axle'll are shownl in .detail'in yFigs. 8 to 11 inclusive. AThis particular form of connection consistsl of a socket plate l2'secured to a disk 13 carried on the endr of theiaxle 11 iwitliin the journal v covered by a` plate 15 vhaving an opening 1 therein' through'which the end of the flexible shaft pas/ses to the socket plate 12. form Vof drivev from the axle isI considered desirableover a beveled gear drive' forv ithe reasonk that" a more positive drive is possible.

`is a sleeve 16. The sleeve' '16 has 'guided slidiiigxtravelon said shaft by enysuitable guiding connection yas the slot 17 in the shaft `and vthe piirl8 onthe sleeve. Pivoted to the 'fupper end of the sleeve as indicated at 19A andto a collar 20 fasten the shaft 9, as indicated at 21, are links 22 carrying weights -stijtute -a centrifugally acting device rotating with thesha'ft 9.at of the train axle.v

acting deviceivill not vbecome `ellective to to destroy the registratin'o tlie"vent- 29 `withthe port 30ofv'tlie* relief mechanism 10 from said shaftl raise thesleevellen the shaft 9 sufliciently ico vbox 14. Theopening of the-journal box is This i 23. :The weighted? arms -23 `ltherefore cona speed equal to the speed y when seid shaft is rotating atrall speeds v less than a predetermined speed, usually kiii-teen miles an` hour. f When this predeter- `mined speed is exceeded, the centrifugal force developed by the y rapidly .rotating vshaft 9 .causes the centrifugally acting inemhers .22 to'assume arelatively horizontal position. Thisdravv's the sleeve 1-6 up along C the shaft 9 and thro-ugh a relief construction which will now be described vents the train line pipe to aproper degree proportionate to the speed at which the train is traveling so that a pro-per brake applica tion is secured.

' This relief n'lechanism `,consists of an ac til-ating device on the sleeve 16 land a valve operating device ycontrolling the vent of air t in the pipe S lea/ding from the engine box.

' The .actuating device on the 4sleeve 16 preferably consists `eta plurality of'cinciunferenti'ally disposed spaced rings 23 withfnvhich engage the .teeth oty agea-r segment 24 niounted. on a shaft l25Hjournaled in a casting 26y supported within the cabhox 3,r` Thecasting 26 is cored as indicated'at 27 to provide an annular valve'ch-anihen in Whichjis lovcateda"valve `disk: 28 lixed on shaft/25 fof vhe gear segment, 24. The pipe Sleds yinto f, "the valve chainher 26C" c 30 port 29 normally disposedforregistry with The valvey disk v28,?has va-relatively short Ia normally unohstructedj exhaust passage 30 A' cored in the casting 26 andleadingirom said y' port to ktheouter `race vof the. casting within the engine hox. If the trip 5 of the train 4 traveling at aspeed below the predetermined speed at Whichfthe centrifugally acting de# vice 22 is set toclose port 29" and open port l 3B contacts altrack obstacle set at danger po- `i0 sition, the centrifugallyacting device is not suiicientlyyactuuted to cause the valve disk 281e revolvesuiiicientlyto destroy the regfistry oit the-Lventl29 ivith .the port 30. The

trip 5 -vactuated-fhojwever, and the valve fwithin the engine box is unseated to adinit ythe train line'v pressure .through'the pipe 8j into the vali/e chamber -27 v*and from thence A through port 29fand passage 30 into the intcrior of theboxB. v"lhisculses a reduction in the train line pressurekf'iand a predetermined minimum brake application.

The air thus admittedfinto the box'l escaped through a vent 31 .in awa-ll ofthe i hox to the outsidefair. The hissing noise ymade by the escaping air through the yvent 3l: Warns the engineer that;V atrack obstacle 'set at danger position haslbeenfstrlck and the engineer is supposed to immediately resetI the trip arm 5'to its original position. If the engineer does not heed this signal, the train line pressure simply continues to .he exhausted. If considered desirable awhisktle or other signal device may' be employed in connection with thevent'l to'rv positively The portv 32 is so related to the port 2-9 that one port is always vin registration. withy its corresponding exhaust passage and 1s such that the port 32 begins to register with the exhaust passage. 33 at the very moment that the port 29 moves out of registration with the passage 30 upon a rotation of the valve `disk 28. 'lhis'insures that the pressure will be relieved at all speeds of the train.

If the trip 5 of a train traveling at a speed in excess of the predetermined speed at which the'centrifugally acting device 23 operates to destroy the venting relation of vent 29 with port 30, strikes a track obsta- `cle, the trip 5 is positively actuated to unseat thc valve in the engine box 2 to permit passage of the air through, the pipe 8 into the valve Achamlloer 27. Atthis rate of speed the centrifugally acting device 23 has raised the /sleevel to a height proportionate to the train speed and this movement of the slide 16 upwardly has through the operating device 23 and gear segment 2i eliected a corresponding rotation of the valve disk 28 thereby moving the port '32"into partial or full registration depending upon the train speed, with the exhaust passage 33 whereby L to secure a venting of the pressure according to the train speed.

As before 'stated valve disk 2 suiiicient to bring this port 32 into 'partiai lregistration with the exhaust 33 is sufficient to carry the port 29 out of regis-` tration with the exhaust passage 30 so that under these conditions the pressure from the train line .pipe is Vented through passage 33 into the cab box. The escape of the pres 't sure through the vent openingl in the cab hex. continues until the engineer manipulates certain apparatus in the cab whereby reelose the valve in the engine box 2 controlling the pressure inthetrain line pipe. The passage 36 consists of two separate bores, one connecting with the pipe and the other delivering to the interior of the vbox any movement of` the 3, and a' connecting porter passage. 361 v formed transversely through the voluntarily operable gravity plunger 38. ln the posi tion of the parts `shown in Fig. 3, the port 361 through the plunger registerswith the separate boresconstitutiug the passage 86. A When the plunger islaised to the position of Fig. E2,the port 361 is moved out of registry with said bores, as indicated in dotted' full pressure is transferred from pipe 8 to.v

pipe

, .This resettinginay be effected from the eab or if desired the constructioi'i may be such as to require the engineer to descend from the .cab and manually reclose the valve in the boX 2 Which controls tlieg'train line pressure. in the present invention ,We have shown a construction for reelosing said valve rfrom the cab and by .ineans of the train line-` pressure itselit This resetting apparatus consists of a. resetting cylinder 34C on the eiiginebox 2 and aslidiiig piston therein disposed when pressure is admitted thereagainst to etiect a` resetting oi the rock shaft carrying the trip 'arm 5. The piston'i' cooperates with a roll or equivalent device 34:2

on a portion of the rock shaft upon which' the. trip arm' 5 is mounted to rotate said shaft in reverse direction to its direction of actu' ation upon vadmission of pressure into the cylinder from pipe This rotationof the shaft automatically releases the valve in the o ox 2 which controls the train line pressure,

. permitting said valve to automatically reclose and shut-oit the train line pressure. The piston 34'- is automatically returned to original position after each actuation by a coil spring 343 arranged within the vcylinder 3i to rea ct against said piston. The trip arm 5 itself returns by gravity to its nor-A nial pendent position after eachactuation by a track obstacle, but this return doesfnot affect the pesitionof the train line pressure control valve. p

Vlieading .from the resettingl cylinder 34:

to the casting .36 is a. pipe'whicli has coni .ton in the resetting cylinder.

- conveniently eii'rine'er.` The plunger 38 guided throughr nection with the interioivo' the cab box fi byrneaiis of an :intake passage 3G cored through the CaStingQG. The intake end of the passage 3G is covered by a flap valve 3?' -the PuXPCse of which is to 'brei-'ent the air exhausted through either the passage 30 or the passage li'iiroiu entering the intaiie pas sage 36aiid eiliectiuo an operation of the pis The inunieatioii with the train line pressure by mains of: a bypass in a gravity plunger 3 8 disposedf'oi operation by the the top \vall.o`i the caliber: and has an exposed operating vend 39. '.'l`lie opposite end ol" the plunger is reoeivedjin a guide bore e0 cored a wall of the plunger i passage is positively placedgin courr weaves vertically through the casting rlhe bore 40 has a Vent 4l opening into the cab box to perinit thev plunger to be reciprocated in the bore against the suction c/r'eated by reason ofthe presence of pressure Within the box 3 andwhich would, Were the bore 40 closed at this end, be. sufiicientto prevent reciprocation of the plunger. Above the top face of the casting 26 the plunger is squared as indicated at This squared portion 423 coperates With a guide lug 43 formed on the top face oi the casting to prevent turning nioveinent of the plunger in the borelO. Beyond the squared portion 42, the plunger has a weight 43 the norinal tendency of which is to keep the plunger in non-resetting position. VThe plunger is lifted against tlie. Weight 43 when it is desi-red to reset the tripper and returns by gravity as soon as the lifting influence is removed.

That end of the plunger which is received in the bore 40 is provided with a passage ln 'the normal position of the parts shown in Fig. 3, both ends of the passage 4.4 are closed by a Wall of the bore 4.0. l In this position a portion of the passage 44tregisters with the exhaust passage 30 so that the air is exhausted from the valvey chamber 27 through the cross portion of the .passage dei and out into the cab boxB through the opyv` site end of the passage 3 0. `When the train line pipelias been vented by an actuationof the trip 5 on a train traveling at a speed 1nsuiiicient -to destroy registry of the vent 29 with the port 30. The trip 5 is reset by the engineer raising thel resetting plunger 38 to the position shown in Fig. Q. This 'urines the .lower end of the passage de into registration with `passage 30 of 'the valve cliain bei' 2 and the vouter end of the passage 30 is closed by the .new position of the plunger.

The pressure admitted through the pipe 8 into the valve chamber `27 therefore passes rthrough. passages 44 and SGto the pipe connecting Witlitlie resetting cylinder and moves the-piston in the cylinder to cause a,4

resetting movement of the rock shaft carrying riietrip arin The consti-notion of the passage si is such that that end of the passage 3G controlled bythe iiap valve 37 is closed by the wall of the passage del, and air iniist therefore take outlet through passage 36 to pipe 35. i llliere .the speed of the train at the time `the trip air-n1 5 `is actuated is suiiicient to destroy the registry of vent 29' andpassage 30, the exhaust of the pressure is through the registering ports 32 and 33 and the port 29 is closed y(see Fig. As soon asthe speed of the train is reduced by the application of tliobrakes. the slide lli lowers and through Vthe connectioiis23-24 moves the valyjeydish 28 back to the position of Fig; 3 in uhic'h the port 29 registers with the 3U. The resetting plunger isthen lifted to Cause iii@ Leconte box 2. When said ,valve is again closed, the 'engineer releases thep'lunger 38- which returns by its own weight and carries its pas- 'sagefll out of registry with the passage 36 andffback to the position shown in Fig. 3. l

This resetting apparatus therefore prevents alfl possibility of theengineer restoring the 'rock shaft carrying the tripper` 5 to 'its'normal position, thus resetting valve and releasing` bra-kes, until th'ejtrain s eed has been're duced to 'the predetermine limit. Y l

In devices of-this class it is desirable that the speed of a train be recorded in a permanent form. so that a record may be kept showing the varying rates `of speed at which a train hasrunon a particulartrp. We have thereforef provided inthe present invention a speedfrecordingvr apparatus which operates in lconjunction With the mechanism for securing aspeed varied application of thebrakes.v ,This apparatus consists essentially of a record sheet which is driven from the I car-axle at a; related rate of speed to the speed of the car axle and a marking member associated therewith and movable'relative to said recordy sheet` by means of the sleeve-16 whereby `toindicate,tvhe'varying train speeds. Thefrecord slieetmaybe a simple web of papenmpuntedinrollform on one roll 49 of`a carrier and adapted to bevvound from saidroll to an oppositely disposed roll 50. The rolls 49 and 50 arel arranged parallel to .each other Within/a casing 48 removably mounted Within the cab'.box 3. The casing.

48 may be locked in any desired manner to prevent tampering therewith. l

The rolls 49 and 50. are connected by pairs of springtensioned arms 52 to each other and to a centrally disposed hard ru-bber roll 53.`r The spring for the arms 52 is indicated at 54v and connects the cross bar 55 of one set of arms with the corresponding crossbar of the opposite set of arms. This construction ofA carrier insures positive uniform feed of the paper/webfrom one roll to the other and provides for a ycompensating action of the rolls 49 and 50 relative to eachother, and

ofy the` intermediatey roll 53 relative to the intermediate portion of the paper, whereby to maintain all the rolls-in properrclation as the surface size otono roll increases and the other roll decreases. The carrier for the .record sheet is therefore wholly removable from the casing to` permit the record sheet to be changed. n K el.;

rThe rolls 49 and 50 are drivenat -uniform speed by a friction drive consistingl of a pair of spacedshafts 46 and 4.7, 'journalcfl in the cab box in superimposed relation to the rolls 4,9 and 50.., The shafts 46' andv 47 are rotated at a speejd havinga known re- ,both gears. The spur gear A57 is mounted on a shaft 58 `which is driven by means of ya gear 59 thereon meshing with a worm 60 on a drive shaft, 61 journaled inv a 'suitable bearing 62 rising from the bottom ofthe eab box 3. The opposite end'of the shaft 61. has a bevelgear 63 thereon meshin With a bevel gear 64 on the driving sha t 9. The numeral 65 indicates a 4ball bearing for the gear 64. The driving connections just described therefore constitute a speed reducing drive for the record carrying rolls 49 and' 50.

Mounted on thel slidin-gisleeve 16 in any desired manner as-by the hinged clamping construction 66 shown in Fig. 5 is astylus carrying arm67 carrying on its free end a marker 68 adapted to 'be moved across the record sheet 45 by the movement of the sleeve 16.` Themarker l68 may be of any desired type but is preferably a simple perforating wheel having a loose connection 69 with the free end of the arm 6?. The `join-t 69 permits slight play of the marker 168 to compensate for the pitching ei'ect of the train and thereby prevent tearing of the paper Web/45. The arm 67 is guidedin its movements relative tothe sheet 45 1n any manner as by theguide air brake system, a pressure relieving ac-v tuator therefor, a speed governed automatic and desire to controlling mechanism having a positive phase of service actuation up to a predetermined speed, anda phase ofincreasingly eli'ective actuation beyond said speed, and a voluntarily operable preSsure-actliatcd controllingdevice dominating'the automaticr controllingl mechanism "up to said predetermined speed but non-operable 'above saidl speed. ,n

.2. In a device of the class described, an air brake system, ya pressure relieving acizo tuator therefor, a speed 'governed automatic controlling mechanism having a positive phase `of: servicev actuation up to a. prede;

tcrminedspced and a phase of increasingly edcctive actuation beyond said speed, a, voluntarily operable pressure-actuated een` rtrolling device (laminating they automatic controlling mechanism up to said p'redetcrmined speed, but non-operable above said iso upon actuation of saidl trip to vent said sys-- tem, ira-id relief mechanism having a degree .of venting movement, effective to cause a predetermined minimum brake application at train speeds below a predetermined speed,

, aiidgeil'ective to cause a brake application proportionate to train speed at speeds in excess of said predetermined speed, and a voluntarily operable control r device ineflec-- tive to influence said pressure system above said predetermined speed butl eEective below said predetermined sure system. y

13. In train control mechanism, .a normollyT closed pressure system, a trip member for opening said system, a speed ygoverned relief mechanism for said system in.

cluding a valve having 'a venting position for train speeds less than a predetermined speed effective to cause' a 'predetermined minimum brake application and having a venting position for train speeds in `"excess ofy said predetermined speed effective to cause' a brake application in proportion to "the train speed', and a voluntarily operable control device effect-ive up to said predeterl'iiiied speed to close saidpressur'e system 'and'fnon-etl'eetive `abolie said predetermined speedbut becoming effective upon operation thereof as fsoon as the train `speed. is" reduced to' said predetermined speed to close said system.- ,V A i 14. In combination vyitli a normallyplosed pressure system, a trip for opening said sys- `the `moment of opening .said system, and

manuallyoperable mechanism for roclosng said system operable only when said train speed is below said predetermined` maximum.

15; ncoinbinatioii with a normallyclosed pressure system, a trip for opening said system, a speed governed relief mechanism for y said system including a control, member Lhaving a normal minimum venting relation to said system when said system` isopened below'a .predetermined maximum train speed and said venting relation effective to cause a predetermined minimum brake application'- and having an increasing ventingr relation to said system when said systemis opened abovcwsaid predetermined maximum speed ei'ective to cause. a brake application in proportionto the train speed at the momentof opening' the system, and a voluntarily operable device operable only when the train speed is below said predetermined maximum speed to close said presand having .a normal relation to said mini# ing a system reclosing relation thereto effeetive to destroy said venting relation and 'reclose said system.`

16. In a trainvcontrol mechanism, a normally for said system including a chamber connecting; with said systemend having a pair of independent vent passages, a -control member in said chamber having a pair of with a vent passage, and the relation of said vvent openings to each other being such that oneopefning and one passa e'is always registered in any position of t e control mem bei', and speed overned means for varying the position of ie control member.

17. In a train control mechanism, a. narinally closed pressure system, a 'releasdble" control device therefor, a relief mechanism for said system includin a: chamber connecting with'said system an .having a pair. of independent vent. passages, a control member in said chamber havinge pair of vent openings each disposed for registration with a ventpassage upon actuation of said member, oneiof'said vent .openings and oneof saidpassages normally'registeringI and the rela.-

tion of said vent openings to each otherbeclosed pressure system, areleasable control device therefor, a relief mechanism et mum venting phase of the control member. effective topermit venting thereof and hav.

vvent openings each disposed for registration' ing such that one opening and oiielpassage is always registered inny position of the and a system reclosing device having y'a norcontrol member,'speed governed means oijf varying the position of said control member,

mal. relation to said vent openings effective iV toestablish venting communication between one -of said openings'andits passage, andk `having an operated relation to said opening etfectiveto destroy said venting communication and divert the 'pressure to reclose the system. l .f 18. In Aa train control mechanis inally closed pressure system, a releasable control device therefor, a relief mechanism:

m, anonr `lio for said system including a ,cliainberconq necting with said system and having a'pair'v of independent venty passages, a 'control member in saidl chamber having' a. pair of.

vent openings each disposed for registration with avent passagdiipon actuation of 'said member, speed governed means for varying the position'of said control member and a voluntarily operable system rclosing device having a normal .relation to saidveiit open ings und its' passage, and having an operated f relation to said opening effective to-destroy said venting communication and divert-the pressure to reclose the system.

19. In train control mechanism, a

control device therefor, means for reclosing n nor- .mally closed pressure system, a releasable posed for registration with the other .ventingf passages upon actuation of the vcontrol ineinbei', speed governed means for varying the position of said .control member, to bring said maximum venting port into registry `with its venting passage and temp'orarilydestroy the venting relation .of said minimum 'venting port, and a device for actuating said system reclosing mechanism effective upon operationy thereof` to connect said minimum venting port With said return passage tothe system reclosing means and dest-roy the vent- `ing `relation of said minimum venting port and its passage.- f

20. ntrain control mechanism, anormally closedpressure vsysteni,a releasable control c device therefor, means for reclosing said system after release of said control. device,

` a relief mechanism it'or said system when opened including a member having an intake chamber 4communicating ,with said system, a. pair of independent vent passages, and a return passage communicating withk said system ieclosing means, a control member-in said chamber having a minimum Venting port normally registering with one of said vent passages, and a maximum venting port disposed for registration with the other ventingpassages upon actuation of the` control nieniber, speed governed means foi-varying the position ot' said control member, to bring said maximum venting portinto registry with its ventingpassage Aand teifnporarilyy def` sti'oy the venting relation 'of said minimum venting poi-t, said iiiiniiiiuinf andinaximum venting ports being so related to` their venting passages and to each other that one port and one mi;

t i ioeition'io't the control member and a device passage.

for actuating said sjy'sternV reclosing mechanism coi'iiprisiiig a movable iiiemberhaving a passage normally disposed to establish comniiinication between saidniinimum venting p port: and its passage and arranged upon operation of said device to connect said port with said return passage Ato the system reclosing means and destroy the venting` relation ot said minimum venting port andy its 2l ln train control mechanism, a normally closed pressure system, a releasable control device therefor, means for reclosing said system after release of said control deage arealways registered in any vice, a relief mechanism for said system when opened including anieinber having an intake chamber communicating with saidsystem, a pair of independent vent passages, and a return passage communicatingivith said systeni reclosing means,a control 'member in said chaifi'iber having a minimum venting port normally registering with one oit said vent passages, and a iiiaxiniium venting port disposed for'registration with the other venting passage "upon actuation oi" the ,control member, speed governed means for varying the position of said control member, to bring said inaximuin. venting port into registry with its venting passage and temporarily destroy the venting relation .of said minimum venting port onlyl when the train speed eX- ceedsA a predetermined maximum and permitting said control member toreturn to normal positionas soon as the train speed is reduced to saidpredetermined maximum, said minimum` and maximum venting ports being so related to their venting passages that one port and one passage are always registered in` any position of the control member, and a Y voluntarily operable device for actuating said 'system reclosing mechanism having a normal relation cfectiife to establish communication between said minimum venting port and its passage and arranged upon operation of said device to connect said port with ysaid return passage to the system rcclosing means and destroy the venting relation of said minimum venting port an its passage.

:22. n 'train control mechanism, a non inally closed vpressure system, a relcasable control device therefor'permitting said system to vbe opened-When released, `means for recloSing lsaid system after it has been opened, a relief mechanism for said system Vwhen opened including a pressure receiving receptable adapted to be placed in commu nication with the pressure system 'when said system is opened, aj pair of independent vent passages and aireturn passage to said system fieclosiiig.ineans, a :control member iii said `receptac' e having independent ports adapted fory registration with saidventiiig passages` a speed-governed actuating mechm f anisin therefor, one port and one venting passagaof said 'relief mechanism normally registering and the other port and passage registering only upon actuation of said control member when the train exceeds a fixed Y maximumv and 'temporarily destroying the registration of. said first named port and passage andgsaid registration automatically `restablished by the reduction of the train speed to a point below said lined maximum, and meanseitective only when venting coinmunication between the normally-registering port and its passageis established and karrangedv when operated to destroy said from said port to said return passage leading to the system reclosing means.

23. fin train control mechanism, a norinally closed ypressure system, a releasable contro-l device therefor permitting said system to be opened when released, means for reclosing said system after it has been A '.mally closed pressure. system, a releasabler opened, relief mechanismV for said system When opened including a pressure receiving receptacle adapted to 'be placed in communication with the pressure system when said system. is opened, a pair of independent vent vpassages and a return pasqag'e to said system reclosing means, a control member in said receptacle having independent ports adapted for registration with said venting passages, a speed governed actuating mech anism therefor including a me ber rotating at train speed, la. control actu ting member thereon, a device for raising' saidmember in proportion to the train speed, and a member lengaging said control actuating member and operatively `cfmnccted with said control. member, and means e'ective only When the train speed is `belovv said predetermined maximum to divert the pressure into said return passage leading'to the system realceing means.

24.111 train control mechanism, a nor- 'xnally closed prsiire system, a releasable control device therefor permitting said system to/be opened when released, means for lreclosimg said system after it h as been opened, a relier` mechanism for said system when opened including a pressure receiving receptacle placed 1n communication with the pressure system ywhen said system is opened, a panot independent vent passages and a returnpassage to said system reclosingmeans, a control member in said receptacle having independent ports adapted for registration with said venting passages, a speed governed actuating mechanism' therefor iii-f cluding a member rotating at train speed, an actuating member thereon consisting of a plurality of spaced lifting elements, a centriuwally acting devi for raising said f said fixed maximum', and a voluntarily ,o ermem er in proportion to the train speed, and a member engaging said elements of the lifting member and operatively connected .with said control member, one port and one venting passage of said relief mechanism normally registering and the other port and passage registering only upon actuation of said control member When the .train exceeds said fixed maximum, said actuation temporarily destroying the registration of said iirstl named portanti passage and said regisv tration automatically restablis'hed by vthe reduction of the train speed to a point below able vity plunger .eeetive only` vv' en' control device therefor, a reclosing mechanism, an Vautomatic relief mechanism for said system when opened including a minimuma'nd a maximum Venting passage and a -controlmember having a minimum anda maximum venting ort registrable with said passages respective y, a resetting devicehaving an efectivo position normally disposed to permit venting of said minimum port through itspamage, and closing said passage wlien operated and diverting the pressure from said port back to the system reclosing mechanism.

26. In train control lmechanism, a normally closedk pressure system, ajreleasable control device therefor, a reclosing mechanism, a speed .governed automatic relief mechanism for said system when opened including a minimum and a maximumvent'- ing passage and acontrol member having a minimum and a maximum venting port registrable with said "passages-respectively, a

voluntarily operable resetting device hav'- ing a normal relation to said portseii'eotive to permit venting of said minimum `port through its passage, and closing'- said pas! sage when operated and diverting the pressure trom said port back to the ,system reclosing mechanism.

27.1n train control mechanism, a nor nially closed pressure system, aP releasable control device therefor, a reclosing mechanism, a speed governed automatic relief mechanisin` for saidsystem when opened includf ing a minimum anda maximum venting gravity-operating resetting plunger having a lbypass normally disposed to permit venting of said minimum port through its `passage, and 'closing said passage. when said plunger is operated and diverting the prespassage and a control member having a minimum and a maximum' venting port registrable with vsaid passages respectively, av

iis

sure from said port back to the system; re-

closing mechanism. ,l

28. In train control .mechanismy alnormally closed pressure system, 'a releasable control device therefor, a speed governed relief mechanism for said system llwlien opened including' a minimum and a maxanactuating mechanism for said member in- Lnium venting passageand al control member v having a .normal minimum venting phase and \.k a maximum. venting phase when actuated, and' 126 A if a: plurality of spaced c "cluding a member rtating at train speed, a member rotating ltherewith and removable relative thereto, a' centrifugally acting d`evice. associated "with said, rotatable member and operatively connected with said mov.-l

able member to causeindependent movement thereof' relative. to the rotating inember, and power transmitting connections between said movable member and' said control membeneifective to actuate said control member uponfmovement of said movable member. Y

29.In train' control 4mechan1sm,'a normally f closed pressure system,.a releasable .control device therefor,` aV speed governed relief mechanism for said system when 'opened including a minimum and a maXi-' mum ventingv` passage and `a control member having anormal minimumy venting phase andy amaximum venting phase when actuated, and anactliating mechanism for said member including a shaft rotating at trainv l speed, a member rotating with said shaft and slidable therea'long, a centrifugally acting devicev associated with said slidable member to cause sliding movement thereof,

spaceddifti'ng elements on said slidable member, 'and 'a' member -having spaced engaging elements disposed for engagement with said lifting elements and' operatively connected with said control member.

30,` 'Ina train control mechanism, ka normally-closed pressure system, a releasable control devicev therefor, a speed governed relief -mechanism "for said system when opened including a minimum kand a maximum'venting passage and a' control member having a normal minimumventing phase and la maximum venting phase 'when actuated, and an actuating mechanism for said -member including a shaft rotating at train speed, a member rotating with said Vshaft `and slidable thcrealong, a centriiugally acting device associated with said shaft and operatively 4connected Y with said slidabley "member to cause sliding .ovement thereof,

said slidingr member and,a segmental gearl disposed. `for engagement withy saidV rings and operatively connected with said control member.A y 4 `l e 31. In; train `stop -meclianismfa trip dis?.

posed forfactuatio'n by a 'track obstacle to open the ain-,pressure system of' a ytrain titk '55? any 'and all train speeds, and a reliefV con- .trolling imechanism operatively connected witnthe-exhaustof saidsystem and norg mallyfelfective to` permit' ak predetermined minimum brake application upon an' cl`ec` tive l.actuation of said trip 4and `having a positive phase of service a plication up to a redetermined train spec andl a phase of ,increasingly effective actuationk beyond said predetermined speed. j Y,

erned fpositivevphase of service trollin and clos`e said system.

l'automatic relief mechanism up to sadypi vdetermined speed but nonopera saidv speed to reclose said system,

'32. In train stop mechanism, a trip dis 65 posed for actuation by a track obstacle to open theV air pressure system of a train at any andk all train speeds, and a speed-govreiief controlling mechanism operatively connected with the exhaust of said 7u Lsystem and normally effective to permit a predetermined minimum brake` application-- upon an' effective actuation of said trip, and having a positive phaseof service applicaytion up to a predetermined train speed, and 75 a `phase of increasingly eii'cctive actuationl `beyond said predetermined speed.

335111 tram stop mechanisnnfa trip dis- A"posed for actuation by a track obstacle to,

open the air pressure system of a train at 80 any and, all train speeds, anda relief controlling mechanism operatively connected with the exhaust of said system and normally effective to permit a predetermined yminimum brakea'pplication upon an` eiec- 85 tive actuation of said trip, and having a aiplicatiou up to a and a phase of predetermined. train spec increasinglyed'eetive actuation beyond said predetermined speed, and a voluntariiy op- 9u erable controlling device dominating the automatic relief mechanism up to saidl predetermined speed, but non-o arable above said" speed to reset said trip` an close said system 34.' In train kstop mechanism, a trip dis-4 95 posed lfor actuation by a track obstacle to open the air pressuresystem of a' train at any and' all train speeds, and a relief conmechanism operatively connected with e exhaustA of said system and `.nor-'100 mally effective to permit a predetermined minimum brake application upon an `ei'ec-v .tive actuation of said trip, and having a positive phase of service application up to a .predeterminedl train. speed, and a pbase of 'leu increasingly 'effective actuation beyond said predetermined speed, and a voluntarily. op-

erable ypressure-actuated controlling device dommatmg the automatic relief` mechanism- 'up to'said predetermined speed but non-'11o operable above said speedto reset said trip f; In train stop mechanism, a trip dispebed for actuation bya track obstacle to ofien the air pressure system of a tram at,115

g-ii'ny andall train speeds, and a relief' emr,

trollin mechanism 'operatively connected-ft' f with t e exhaustof said system and nor#` 'mally effective to permit a predeterminedf minimum brake application upon an effec- 32o tive actuation of said trip, and a vol untari operable? controlling device dominating thev ble 'above "In, train stop mechanism. a trip'c-lis#y posed for actuation by a track, obstacle to openithe air pressure system of a tram' atg.

any and all train speeds, and'a relief controlling mechanism operatively connecte with the exhaust of said system and normally .effective to permit a predetermined o minimum brakez application upon an etlec- .tive actuation of said trip, and a. voluntarily 'operable controlling device dominating the .automatic reliefineclianism up to said predetermined speed but nonoperable above said speed and utilizing said exhaust pressure to reclose said system.. v

37. In train stop meclianisin', a trip dis- .posed for kactuationby a track obstacle to open 'the air pressure system of a train at',

any and all train speeds, and arelief com trolling mechanism operativelyconnected' up to a predetermined train speed, and a ,phase of increasingl effective `pressure relief beyond said pre etermin'ed speed, and a voluntarily operable eontrolling'devicedomi nating the relief mechanism up Vto said predetermined vspeed but non-operable above l said s eed to reclose said system. y

38 n automatic train control mechanism, means for relieving the pressure of the brakiup; system of a train edective upon contact with a.; roadway obstacle when the train is moving at 'a seed below a `predetermined 'rate to apply t ne brakes to a determined degrec and having an increasingly proportionate phase of operation upon the brakes as the; train lspeed increases above said predetermined' rate, and manually operable means for 'closing ,said pressure relief means and releasing the'braks operable only when the trainl speed does not exceed said predetern mined rate. v A,

ing system with a roadway/obstacle when the train is moving at a, speed below a predetermined rate to apply the brakes to a' determined degree and having an increasiuglypropor tionate pbase of operation upon the brakes as the train speed incre/ases above said predetermined rate,4 and manually operable means for utilizing the pressure: to close said rpressure relief means and releasing the brakes operable only when the train speed does not etlceed said predetermined rate.

140. In a device of the class described,an vair brake system, a pressure relief actuator therefor, a speed `governed automatic relief controlling mechanism operatively associated with said actuator to vary the degree of relief, a voluntarily operable engineers control device dominant 'of vthe rey lecontrolllng mechanism, but dominated speed said 'pressure system 39. In automatic train control' mechanism, l f means for relieving the pressure of the brakof a train effective upon contact u by said speed governed automatic ucontrol A device.

al. In a train control system, ',arelief mechanism, an automatic :speedup governed relief control mechanism, andan ,engineers relief 'control' device dominated` by 'vc-said governed mechanism at speedsabove a predetermined minimuml yspeed and dominating said mechanism below'` said minimum speed.

In 'a train control systeingin combination an air brake 'system relief valve adapted to beopened by edectiveI actuation of a track obstacle set-atactuating position, an automatic speed governed relief mechanism associated v'vith said valve to vary the de-v grec of relief upon actuation thereof and operatingat speeds-below a redetermined' minimum train speed to bring the train to a stop, and at speeds above said predetermined speed to initially' reduce the `train speed to lsaid f predetermined speedv and eventually bring'tbe train to` a stop -unless overcome .by operation Lof a permissive control device, anda lpermissive controlr devicel effectively I operable only when the train speed has been reduced `to or below said predetermined'v speed t9 permit the train to proceed past a track'obstacle -set at actuating position.

4.3. Ina train controlsystem an air brake system relief valve adapted to be' opened by effective actuation of a track obstacle, an automatic s eed verned control vmechanism associate wit valve and eective to varythe degree of relief, and a voluntarily-operable engineers control device for reclosing .said valve, said device dominated by saidspeedggoverned said brake. system rlief mechanism at speedsv above a pretermined l minimum speed to preventfreclosing of said valve and dominating said mechanism at and lbelovvr said` minimum speed to permit said valveto be reclosed.

44. In a train cpntrol system, an air b ake system relief valve adapted to be openey by' effective actuation of a track obstaclexanautomatie speed-governed control mechanism associated with said brake system relief yvalve `and operating to; vary t 1e degreeof relief upon actuation thereof, and. a voluntarily-operable enginecrs control device op# eratively connectible with the train line .pressure and utilizing said close the air brake system r ief valve, said device dominated mechanism'at speeds above a predetermined minimum speed 'to prevent reclosing of said valve and dominatingk said mechanism at and below said minimum speed topermit said valve to be reclosed through the agency of the train line pressure.

45. In a train control ystem, an` air brake system, a pressure relie by said speed governed ire rassure to reactuator therefor,

o "a, Aspeedoverned automatic control ldevice ally operable oy' the engfrleer but dominated Opeatvoy assoclated with said aotuatorto by sind spe@` governed .control device for vary the degree (1f-relief, and-meansfor rom, rendering vom;y the action of solid pressure Y dellng void the action of Saki .rassure xerelief actuator.\ 16 lief'aotuatongbut dominated byoajdvspeed .In testimony whereof we' aix our signa go`w`ormac1.czontrold'oe. .f' tures in presence. of two Wtneses. -v 53.46. In atainsontrol system, anon'- brake o HERBERT R. 1N EVENS. System, pressure reief actuator therefor,v v RIGHARD'MARGY. mspeed-oyerned automatic controldevca TvVitnesses:y

10 operativ C'gossopaiatfl'with said-aotuator to j MAxxoN'C. Home, o, Y y gfvazyytlhxo og'xjooof-'rohoflzgndmeansamanu- VIoTomA LoWnEN.' l 

